Steam-engine throttle



c. UEBELMEssER STEAM ENGINE THRO"1"I.LEv

Filed April 4. 1925 MEME ` l ATTORNEY Patented Dec. 8, 1925. v

UNITEDv STATES `Pari-:NT OFFICE.

CHARLES UnBnLMnssnR, on NEW Yonieliv. v.

STEAM-ENGINE THROTTLE.

Application led April 4, 1925.v Serial No. 20,776. i

tain new and useful Improvements in Steam-v Engine Throttles, of which the following is a specification sufficient to enable others skilled in the art to which the invention appertains to utilize the same.

My improvements relate to throttles for steam engines generally, and particularly to those used for the propulsion of certain types of automobiles. As heretofore constructed, when a throttle is thrown over to cut off the supply of steam a certain amount thereof is left in the engine and pipe line leading thereto, and this residual steam is expandible to some extent, resulting in objectionable reactionary effect, especially in case of automobiles when the brakes are applied. Hence it is the object of my invention to obviate this difficulty by relieving the expansive pressure automatically when the throttle is closed; and to this end my invention consists substantially in the specific construction and arrangement of parts described and claimed, a distinctive feature being an auxiliary by-pass valve, which, when the throttle is closed, establishes communication between the engine and the exhaust, thereby eliminating expansive resistance, all as hereinafter fully set forth.

In the accompanying drawings I illustrate a practical embodiment of the essential features of my invention, although I do not limit myself to t-he identical form and construction of parts shown by way of exempliication, since modifications may be made in minor details and equivalent mechanical expedients resorted to with like results, and without departing from the spirit and in tent of my invention in this respect.

lVith this understanding Fig. 1, represents a central longitudinal sectional elevation of my improved throttle structue, with the throttle closed;

Fig. 2, is a similar view showing the throttle open; i

Fig. 3, is a transverse section taken upon plane of line 3--3, Fig. l ;l

Fig. 4, is atransverse section taken upon plane of line 1 -4:, Fig. l.

' Thepmain casing C, is formed with a central longitudinal chamber c, communicating with a steam inlet port z', connected with the source' of supply, and with an outlet port e, connected with the'engine. A supplementary port s, is connected by asuitable conduit with the exhaust, said supplementary port s, being'controlled by a slide valve V,

controlled l in turn by the throttle valve rod R. Y

Thus the supplementary or relief valveV, i 'may be formed on its upper side with a relief valve V, being formed with a by-pass channel e, as clearly shown in Figs. l and 2, in conjunction with Fig. 3, of the drawings, so that when the throttle is closed, as in Fig. l, communication will be established through said valve V, between the outlet or engine supply port e, and the aforesaid supplementary port s, thereby relieving possible expansive pressure in said outlet port e, and connections by connecting the same temporarily with the exhaust through the medium of the auxiliary port s, until the reopening of the throttle movesthe supplementary valve V, away from said outlet port e, thereby again cutting off communication with the exhaust system, as indicated in Fig. 2, of the drawings.

As will be seen by reference to Fig. 3, of

the drawings the shouldered extension c, of the supplementary valve V, is of less width than that of the longitudinal chamber c, so as to aiford passageways c', c', for the steam around said supplementary valve V, to the outlet port e, when the throttle is open, as in Fig. 2.

The forward extremity of the throttle rod R, has mounted upon it a throttle valve T, adapted to engage as shown in Fig. l of the drawing with a seat, formed for the urpose in the forward part of the longitudinal chamber 0, of the casing C, said throttle valve T, being formed with front and rear cylindrical guide extensions z5,l t, having openings t", adapted to admit of the passage of steam from the inlet port c', to the rear portion of the chamber c, when said throttle valve T, is in open position, as shown in Fig. 2. In this connection it may be stated however that I do not restrict myself to thisor any otherspecic form of throttle valve,

the distinctive and essential feature of the y invention being the combination, with a throttle and accessories, of the supplementary relief valve V, in conjunction with the auxiliary port s, substantially as herein eX- einpliied.

What I claim as my invention and desire to secure by Letters Patent, is

l. A throttle device of the character designated, formedv with an auxiliary port for communication With the exhaust, and With a supplementary slide valve controlledV by the'r throttle valve rod and having a by-pass channel. for connect-ion With said auxiliary port, said valve. being"v adapted to open and close coinrn'unicz'rtioni between Said auxiliary portand the outlet port to the engine, for the purpose and Substantially in the manner set forth.

2. A throttle device of the character designated formed' with an outlet port and an auxiliary port, the former connected With the engine, a Slide valve for cooperation With both of said ports and havingoa bypass' channel for connection With one or both of said ports. I

3. A throttle device of the character designated formed with an outlet port connecting With the engine and an auxiliary port, a slide valve for cooperation with said ports and having a bypass channel for connection With one of saidfports or with both of them, and a throttle valve rod having spaced-apart shoulders, and the' valve having a shouldered extension iitted between said shoulders.

CHARLES UEBELMESSER; 

